WO2004039639A1 - Control device and priming method for an element protecting a vehicle passenger and/or a road user - Google Patents

Control device and priming method for an element protecting a vehicle passenger and/or a road user Download PDF

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Publication number
WO2004039639A1
WO2004039639A1 PCT/EP2003/009094 EP0309094W WO2004039639A1 WO 2004039639 A1 WO2004039639 A1 WO 2004039639A1 EP 0309094 W EP0309094 W EP 0309094W WO 2004039639 A1 WO2004039639 A1 WO 2004039639A1
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WO
WIPO (PCT)
Prior art keywords
driving behavior
decision
vehicle
control device
protection means
Prior art date
Application number
PCT/EP2003/009094
Other languages
German (de)
French (fr)
Inventor
Martin Auer
Horst Brauner
Ersnst-Ludwig DÖRR
Rainer Justen
Hans RÖHM
Wolfgang RÜDT
Original Assignee
Daimlerchrysler Ag
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Daimlerchrysler Ag filed Critical Daimlerchrysler Ag
Priority to US10/533,470 priority Critical patent/US20060164227A1/en
Priority to JP2004547482A priority patent/JP2006504561A/en
Priority to EP03809715A priority patent/EP1556256A1/en
Publication of WO2004039639A1 publication Critical patent/WO2004039639A1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R21/013—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R2021/01122—Prevention of malfunction
    • B60R2021/01184—Fault detection or diagnostic circuits
    • B60R2021/0119—Plausibility check
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R21/00—Arrangements or fittings on vehicles for protecting or preventing injuries to occupants or pedestrians in case of accidents or other traffic risks
    • B60R21/01—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents
    • B60R21/013—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over
    • B60R2021/01313—Electrical circuits for triggering passive safety arrangements, e.g. airbags, safety belt tighteners, in case of vehicle accidents or impending vehicle accidents including means for detecting collisions, impending collisions or roll-over monitoring the vehicle steering system or the dynamic control system

Definitions

  • the invention relates to a control device for controlling an occupant and / or Partner protection means for a motor vehicle according to the preamble of claim 1 and a method 'for controlling an occupant and / or Partner protection means for a motor vehicle according to the preamble of claim 8.
  • an occupant protection system with an electromotive belt tensioner for tightening a seat belt and with a control device for controlling the belt tensioner is known.
  • the control device uses driving dynamics such as driving speed, yaw angle, yaw, lateral and longitudinal acceleration and manipulated variables such as pedal travel, pedal force or steering angle to determine whether there is a potential accident situation. If a potential accident situation is determined, the electromotive belt tensioner is activated and triggered.
  • undesired triggering processes of occupant protection means can occur, i.e. that, for example, the seat belt is tightened without this necessitating the driving situation and in particular without this appearing appropriate to the driver or other vehicle occupants.
  • controllable partner protection means such as, for example, a hood which can be set up preventively, extendable pedestrian impact elements or hardness-adjustable surface elements of the vehicle.
  • a rollover decision is made using a rotation rate recorded in the vehicle. This rollover decision is used to trigger a restraint.
  • the arrangement additionally includes a plausibility check which, based on the evaluation of acceleration values recorded in the vehicle, carries out a plausibility check of the rollover decision, ie determines whether the rollover decision is plausible. Only a rollover decision recognized as plausible triggers the restraint device.
  • a plausibility check is carried out, for example, by a combined threshold value query for the longitudinal and lateral acceleration.
  • the solution according to the invention prevents or at least reduces the likelihood of an undesired and / or an unnecessary triggering process of an occupant and / or partner protection means taking place.
  • the driver but also other vehicle occupants or pedestrians are not irritated or bothered unnecessarily.
  • stress on a reversible protective agent e.g. B. a reversible belt tensioner, can be reduced due to avoiding unnecessary triggering processes.
  • An output signal of a driving dynamics control system and / or an output signal of a brake assistance system is used in particular as the input signal of the decision stage.
  • a triggering decision is made when a predeterminable signal from a driving dynamics control system and / or a brake assistance system is detected.
  • the predeterminable signal is in particular an activation signal, i.e. a signal which is output when the driving dynamics control system and / or the brake assistance system is activated to intervene in the driving dynamics.
  • Essential in the plausibility check of the triggering decision according to the invention is the detection of a driving behavior of the vehicle deliberately and controlled by the driver, and in particular the distinction between a driving behavior deliberately brought about by the driver and a driving behavior based on reflex actions and fast reaction actions and / or one not active by the driver induced driving behavior.
  • the plausibility level is used to quickly assess the plausibility of a draw decision.
  • a desired driving behavior is considered in parallel or at least almost simultaneously with the triggering decision by looking at a limited past period of for example 5s or 1 min. determined, ie using quantities recorded in this period or describing this period. In this way, a triggering decision can be reliably checked in real time, ie without a significant delay.
  • control and manipulated variables such as e.g. Steering angle and pedal position and in particular the time change of the control and manipulated variables, as well as system settings specified by the driver, such as the status or the switching on and off of a traction control system or a driving dynamics control system is used.
  • Driver and route-related variables such as driving style or usual route selection, can also be used to determine the desired driving behavior.
  • Other variables recorded in the vehicle which can advantageously be used to determine the desired driving behavior, are vehicle dynamics variables.
  • a desired driving behavior can be inferred in particular from the time profile, for example from the amplitude, the frequency or the speed of a time change of the vehicle dynamics variables, as variables indicative of the driving behavior.
  • the plausibility check uses the change over time of a variable that characterizes the driving dynamics in order to determine the plausibility of a triggering decision.
  • a triggering decision is rated as implausible by the plausibility check if the change over time in the quantity characterizing the driving dynamics falls below a predefinable change speed threshold, ie only very much slowly changes. 1 For example, a slow, ie not erratic and over a longer period of z.
  • a yaw rate that increases for a few seconds
  • a triggering decision based on a detected yaw rate value lying above a threshold value is rejected as implausible, since it is concluded that the driver is driving in a deliberate and controlled manner.
  • Such driving conditions occur, for example, during test circuit drives or in spiral car park approaches, in which the driving speed is slowly increased while the curve radius remains unchanged.
  • This example can refer to all other variables that indicate a safety-critical driving state, such as, for. B. the float angle or the braking torque can be transmitted.
  • test and demonstration situations are recognized on the course of the recorded parameters and a triggering of a protective agent is prevented.
  • the driver's behavior is deliberately and controlledly brought about if a comparable driving situation occurs at a predeterminable frequency within a predefinable time interval. If, for example, emergency braking is carried out for the third time within a time interval of two minutes, with the initial speed at the start of braking being between 60 and 80 km / h, it is concluded that driving behavior has been brought about deliberately and in a controlled manner. In the example described, it can be assumed that there are test or demonstration situations. Understeering or oversteering and other safety-critical driving conditions with other output speed ranges can also lead to the evaluation of a triggering decision as implausible.
  • a predeterminable number of repetitions (at least one) of a safety-critical driving situation takes place within a predefinable period. Then, from the predeterminable number of repetitions, the triggering of the occupant protection means on the basis of this driving situation is prevented by the plausibility check.
  • additional criteria can also be checked by the control device according to the invention. For example, in the event of an emergency braking situation that occurs repeatedly within a few minutes, it can additionally be checked whether the steering angle or the yaw rate have the same or at least a similar value in each emergency braking situation. Only if this is fulfilled is it concluded that the driving situation was deliberately and controlled and the triggering decision, which is based on the emergency braking situation, assessed as implausible.
  • special driving situations are additionally specified, a triggering decision being filtered out as implausible only when one of the predetermined special driving situations is present and the triggering of an occupant protection means being is prevented.
  • These special driving situations limit the range of driving situations that do not lead to the triggering of an occupant protection device to a predefinable set of selected situations, so that the decision to trigger a triggering can be made as implausible with particularly high security.
  • a predeterminable driving dynamics pattern means that a value range is defined for a set of driving dynamics variables and the values of different driving dynamics variables are in a predefined relationship to one another, that is to say the value ranges have a predefinable relationship.
  • special driving situations can also be characterized by manipulated variables such as steering angle and accelerator pedal position.
  • the plausibility check can also include environmental variables such as, for example, the outside temperature, the road conditions, the coefficient of friction between the tires and the road, the position of the vehicle detected by means of a position detection system, the distance to a vehicle in front or to objects in the area surrounding the vehicle, the type of road (motorway, village road, service road, parking lot).
  • environmental variables such as, for example, the outside temperature, the road conditions, the coefficient of friction between the tires and the road, the position of the vehicle detected by means of a position detection system, the distance to a vehicle in front or to objects in the area surrounding the vehicle, the type of road (motorway, village road, service road, parking lot).
  • Special driving situations can in particular be determined by a predeterminable static relationship and / or by a predefinable dynamic relationship - are characterized by value ranges. It is also possible to characterize and recognize a special driving situation based on the dynamic course of a single driving dynamics variable. As special driving situations, for example, circular drives, slalom tours, test braking, drifting around a curve, driving on snow or ice, etc., as well as combinations thereof, can be specified and recognized using characteristic variables.
  • the plausibility check uses a variable indicative of a change in the activation state and a change in the operating state of a driving dynamics control system which can be switched on and off by a system or manually by the driver, in order to plausibility check a triggering decision. Since lower threshold values may apply to safety-critical situations when the driving dynamics control system is switched on than when the driving dynamics control system is switched off, a change in the operating state can result in a decision to make a trigger. Such a triggering decision, which is brought about by the change in operating state, is undesirable and is rejected by the plausibility check.
  • safety-critical driving behavior is recorded on the one hand as the operating state of a vehicle dynamics control system (vehicle dynamics control system on / off) and on the other hand as the activation state of the vehicle dynamics control system (intervention in vehicle dynamics: yes / no).
  • a triggering decision is then rejected as implausible if the driving dynamics control system only changed from the operating state to the operating state on shortly before the triggering decision.
  • control device for controlling an occupant and / or partner protection means is described in more detail below with reference to the drawing: This is done specifically by activating an occupant protection device.
  • occupant protection devices such as belt tensioners, knee pads, seat components that can be adjusted in position or hardness, and other controllable support and damping elements
  • this also includes control for closing a sliding roof or the side windows or adjusting a seat to a collision-optimal position.
  • control of a partner protection means such as, for example, an adjustable bonnet or an extendable pedestrian impact damping element is also possible in the same way and with the same control device.
  • the single figure shows a block diagram of a control device 1 according to the invention for controlling an occupant protection device 2.
  • the control device 1 comprises a decision stage 3 and a plausibility check stage 4.
  • Decision stage 3 detects variables 5, 6 and 7, in particular variables relating to vehicle dynamics, which originate, for example, from control units and sensors such as an ABS control unit, a wheel speed sensor, a yaw rate sensor or an environmental sensor.
  • the decision stage 3 uses the detected variables 5, 6, 7 to determine whether the vehicle's driving behavior is critical to safety and, if necessary, outputs a triggering decision for the occupant protection device 2 that corresponds to the driving behavior that is critical to safety.
  • the triggering decision can consist of a simple signal for activating the occupant protection means 2, or additionally the triggering time, the triggering characteristic, the triggering speed, the triggering strength and the triggering. duration of occupant protection means 2 include.
  • the plausibility check level 4 comprises a first sub-level 8 for determining a desired driving behavior, that is to say a driving behavior intentionally and controlledly brought about by the driver. holding the vehicle, and a second sub-stage 9 for evaluating the triggering decision.
  • the first sub-stage 8 uses variables 7, 10, 11 recorded in the vehicle, such as, for example, the steering angle, the wheel speeds, the accelerator and brake pedal travel and the yaw rate and / or the time profile of these variables.
  • variables that are not taken into account by decision level 3 can also be used for the plausibility check.
  • the determined desired driving behavior is transmitted to the second sub-stage 9.
  • the second sub-stage 9 records the desired driving behavior determined by the first sub-stage 8 and the safety-critical driving behavior transmitted by the decision stage 3, and compares whether the desired driving behavior corresponds to the safety-critical driving behavior within predefinable limits. If this is the case, the second sub-stage 8 evaluates the triggering decision based on the safety-critical driving behavior as implausible, and prevents actuation of the occupant protection means based on this triggering decision.
  • the first and second sub-stages can also be designed as a single stage which uses the detected variables 7, 10, 11 and the triggering decision determined by decision stage 3 and / or the determined safety-critical driving behavior.
  • the plausibility check 4 enables direct activation of the occupant protection means 2 by the control device 1, in particular by the decision level 3 or a control level provided therefor.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automotive Seat Belt Assembly (AREA)
  • Regulating Braking Force (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Traffic Control Systems (AREA)

Abstract

The invention concerns a control device (1) for preventively priming a means protecting a vehicle passenger and/or a road user (2) in a motor vehicle. Said control device comprises a decision stage (3) which delivers a decision for triggering the passenger protecting means (2) when a road behaviour of the vehicle, endangering safety, has been detected based on dynamic translational parameters. Said control device further comprises a likelihood control stage (4) which serves to control the likelihood of the triggering decision. Said likelihood control stage (4) evaluates the triggering decision as being not likely and prevents the passenger and/or road user protecting means from being primed, when an evaluation of the time-based evolution of measurable quantities (7, 10, 11) detected in the vehicle, for example turn angle, pedal actuation, yaw rate or lateral acceleration, indicates that the road behaviour, endangering safety, corresponds, within limits capable of being determined, is a deliberate behaviour, that is a road behaviour desired and controlled by the driver.

Description

Steuervorrichtung und Verfahren zur Ansteuerung eines Insassen- und/oder Partnerschutzmittels Control device and method for controlling an occupant and / or partner protection means
Die Erfindung betrifft eine Steuervorrichtung zur Ansteuerung eines Insassen- und/oder Partnerschutzmittels für ein Kraftfahrzeug nach dem Oberbegriff des Anspruchs 1 und ein Verfahren' zur Ansteuerung eines Insassen- und/oder Partnerschutzmittels für ein Kraftfahrzeug nach dem Oberbegriff des Anspruchs 8.The invention relates to a control device for controlling an occupant and / or Partner protection means for a motor vehicle according to the preamble of claim 1 and a method 'for controlling an occupant and / or Partner protection means for a motor vehicle according to the preamble of claim 8.
Aus der DE 100 29 061 AI ist ein Insassenschutzsystem mit einem elektromotorischen Gurtstraffer zum Straffen eines Sicherheitsgurts, und mit einer Steuervorrichtung zur Ansteuerung des Gurtstraffers bekannt. Die Steuervorrichtung ermittelt mittels Fahrdynamikgrößen wie Fahrgeschwindigkeit, Gierwinkel, Gier-, Quer- und Längsbeschleunigung und Stellgrößen wie Pedalweg, Pedalkraft oder Lenkwinkel, ob eine potentielle Unfallsituation vorliegt. Wenn eine potentielle Unfallsituation ermittelt wird, so erfolgt eine Ansteuerung und Auslösung des. elektromotorischen Gurtstraffers .From DE 100 29 061 AI an occupant protection system with an electromotive belt tensioner for tightening a seat belt and with a control device for controlling the belt tensioner is known. The control device uses driving dynamics such as driving speed, yaw angle, yaw, lateral and longitudinal acceleration and manipulated variables such as pedal travel, pedal force or steering angle to determine whether there is a potential accident situation. If a potential accident situation is determined, the electromotive belt tensioner is activated and triggered.
Bei einem derartigen Insassenschutzsystem können unerwünschte Auslδsevorgänge von Insassenschutzmitteln auftreten, d.h. dass beispielsweise ein Straffen des Sicherheitsgurts erfolgt, ohne dass dies die Fahrsituation erfordert und insbesondere ohne dass dies dem Fahrer oder anderen Fahrzeuginsas- sen angemessen erscheint .In such an occupant protection system, undesired triggering processes of occupant protection means can occur, i.e. that, for example, the seat belt is tightened without this necessitating the driving situation and in particular without this appearing appropriate to the driver or other vehicle occupants.
Eine vergleichbare Problematik tritt bei ansteuerbaren Part- nerschutzmitteln, wie beispielsweise einer präventiv aufstellbaren Motorhaube, ausfahrbaren Fußgängerprallelementen oder härteverstellbaren Oberflächenelementen des Fahrzeugs auf. Aus der gattungsbildenden WO 01/79036 AI ist eine Anordnung zur weitgehenden Reduktion von unerwünschten Auslösevorgängen einer Rückhalteeinrichtung in einem Kraftfahrzeug bekannt. Von dieser Anordnung wird unter Heranziehen einer im Fahrzeug erfassten Drehrate eine Überrollentscheidung getroffen. Diese Überrollentscheidung dient zum Auslösen eines Rückhaltemittels. Um eine unerwünschte Auslösung des Rückhaltemittels zu vermeiden, umfasst die Anordnung zusätzlich eine Plausibili- sierungseinrichtung, welche unter Auswertung im Fahrzeug er- fasster Beschleunigungswerte eine Plausibilisierung der Über- rollentScheidung durchführt, d. h. ermittelt ob die Überroll- entscheidung plausibel ist. Nur eine als plausibel erkannte Überrollentscheidung führt zu einem Auslösen der Rückhalteeinrichtung. Eine Plausibilisierung erfolgt beispielsweise durch eine kombinierte Schwellwertab rage für die Längs- und Querbeschleunigung .A comparable problem arises with controllable partner protection means, such as, for example, a hood which can be set up preventively, extendable pedestrian impact elements or hardness-adjustable surface elements of the vehicle. From the generic WO 01/79036 AI an arrangement for largely reducing unwanted triggering processes of a restraint device in a motor vehicle is known. From this arrangement, a rollover decision is made using a rotation rate recorded in the vehicle. This rollover decision is used to trigger a restraint. In order to avoid undesired triggering of the restraint device, the arrangement additionally includes a plausibility check which, based on the evaluation of acceleration values recorded in the vehicle, carries out a plausibility check of the rollover decision, ie determines whether the rollover decision is plausible. Only a rollover decision recognized as plausible triggers the restraint device. A plausibility check is carried out, for example, by a combined threshold value query for the longitudinal and lateral acceleration.
Ausgehend von der WO 01/79036 AI als nächstliegendem Stand der Technik ist es Aufgabe der Erfindung, eine verbesserte Plausibilisierung einer Auslöseentscheidung für Insassen- und/oder Partnerschutzmittel zu ermöglichen, wodurch die Anzahl der unerwünschten Auslösevorgänge reduziert werden kann.Starting from WO 01/79036 AI as the closest prior art, it is the object of the invention to enable an improved plausibility check of a triggering decision for occupant and / or partner protection means, whereby the number of undesired triggering processes can be reduced.
Diese Aufgabe wird durch eine Steuervorrichtung zur präventiven Ansteuerung eines Insassen- und/oder Partnerschutzmittels mit den Merkmalen des Patentanspruchs 1 , und durch ein Verfahren zur Ansteuerung eines Insassen- und/oder Partnerschutzmittels mit den Merkmalen des Patentanspruchs 8 gelöst.This object is achieved by a control device for the preventive activation of an occupant and / or partner protection means with the features of patent claim 1, and by a method for the activation of an occupant and / or partner protection means with the features of patent claim 8.
Mittels der erfindungsgemäßen Lösung wird verhindert oder zumindest die Wahrscheinlichkeit dafür verringert, dass ein unerwünschter und/oder ein unnötiger Auslösevorgang eines Insassen- und/oder Partnerschutzmittels erfolgt. Insbesondere der Fahrer, aber auch andere Fahrzeuginsassen oder Fußgänger werden nicht irritiert oder unnötig belästigt. Zudem kann eine Beanspruchung eines reversiblen Schutzmittels, z. B. eines reversiblen Gurtstraffers, aufgrund einer Vermeidung nicht erforderlicher Auslösevorgänge vermindert werden. Hierdurch wird die Lebensdauer von ansteuerbaren Schutzmitteln mit einer begrenzten Anzahl (z. B. 500) garantierter Auslδsezyklen verlängert und/oder es können kleinere und günstigere Rückhaltesysteme mit einer kleineren Anzahl garantierter Auslösezyklen verwendet werden.The solution according to the invention prevents or at least reduces the likelihood of an undesired and / or an unnecessary triggering process of an occupant and / or partner protection means taking place. In particular the driver, but also other vehicle occupants or pedestrians are not irritated or bothered unnecessarily. In addition, stress on a reversible protective agent, e.g. B. a reversible belt tensioner, can be reduced due to avoiding unnecessary triggering processes. This extends the life of controllable protective devices with a limited number (e.g. 500) guaranteed triggering cycles and / or smaller and cheaper restraint systems with a smaller number of guaranteed triggering cycles can be used.
Als Eingangssignal der Entscheidungsstufe wird insbesondere ein AusgangsSignal eines FahrdynamikregelSystems und/oder ein Ausgangssignal eines Bremsassistenzsystems herangezogen. Beispielsweise wird eine Auslöseentscheidung dann getroffen, wenn ein vorgebbares Signal eines FahrdynamikregelSystems und/oder eines Bremsassistenzsystems erfasst wird. Das vorgebbare Signal ist insbesondere ein Aktivierungssignal, d.h. ein Signal, welches bei einer Aktivierung des Fahrdynamikre- gelsystems und/oder des Bremsassistenzsystems zum Eingriff in die Fahrdynamik ausgegeben wird. Dies hat den Vorteil, dass eine frühzeitige Auslöseentscheidung ermöglicht wird.An output signal of a driving dynamics control system and / or an output signal of a brake assistance system is used in particular as the input signal of the decision stage. For example, a triggering decision is made when a predeterminable signal from a driving dynamics control system and / or a brake assistance system is detected. The predeterminable signal is in particular an activation signal, i.e. a signal which is output when the driving dynamics control system and / or the brake assistance system is activated to intervene in the driving dynamics. This has the advantage that an early trigger decision is made possible.
Wesentlich bei der erfindungsgemäßen Plausibilisierung der Auslöseentscheidung ist die Erkennung eines vom Fahrer willentlich und kontrolliert herbeigeführten Fahrverhaltens des Fahrzeugs, und hierbei insbesondere die Unterscheidung eines vom Fahrer willentlich herbeigeführten Fahrverhaltens von einem auf Reflexhandlungen und schnellen Reaktionshandlungen beruhenden Fahrverhalten und/oder von einem nicht vom Fahrer aktiv herbeigeführten Fahrverhalten.Essential in the plausibility check of the triggering decision according to the invention is the detection of a driving behavior of the vehicle deliberately and controlled by the driver, and in particular the distinction between a driving behavior deliberately brought about by the driver and a driving behavior based on reflex actions and fast reaction actions and / or one not active by the driver induced driving behavior.
Es ist besonders vorteilhaft, wenn die Bewertung der Plausi- bilität einer Ausloseentscheidung durch die Plausibilisierungsstufe schnell erfolgt. Um eine sehr schnelle Plausibilisierung zu ermöglichen, werden in einer vorteilhaften Ausfüh- rungsform der Erfindung parallel oder zumindest nahezu zeit- gleich zur Auslöseentscheidung ein Wunschfahrverhalten durch Betrachten eines begrenzten zurückliegenden Zeitraums von beispielsweise 5s oder 1 min. ermittelt, d.h. unter Heranziehen von in diesem Zeitraum erfassten oder diesen Zeitraum beschreibenden Größen. Hierdurch kann eine Auslöseentscheidung in Echtzeit, d.h. ohne wesentlichen Zeitverzug zuverlässig plausibilisiert werden.It is particularly advantageous if the plausibility level is used to quickly assess the plausibility of a draw decision. In order to enable a very rapid plausibility check, in an advantageous embodiment of the invention, a desired driving behavior is considered in parallel or at least almost simultaneously with the triggering decision by looking at a limited past period of for example 5s or 1 min. determined, ie using quantities recorded in this period or describing this period. In this way, a triggering decision can be reliably checked in real time, ie without a significant delay.
Zur Plausibilisierung der Auslöseentscheidung und insbesondere zur Überprüfung, ob es sich bei dem sicherheitskritischen Fahrverhalten um ein Wunschfahrverhalten im Sinne eines vom Fahrer gewollt und kontrolliert herbeigeführten Fahrverhaltens des Fahrzeugs handelt, werden insbesondere vom Fahrer vorgegebene Steuer- und Stellgrößen wie z.B. Lenkwinkel und PedalStellung und insbesondere die zeitliche Änderung der Steuer- und Stellgrößen, sowie vom Fahrer vorgegebene Systemeinstellungen, wie z.B. der Status oder das Ein- und Ausschalten einer Antriebsschlupfregelung oder eines Fahrdyna- mikregelsystems herangezogen. Auch fahrer- und fahrstreckenbezogene Größen, wie Fahrstil oder übliche Routenwahl können zur Ermittlung des Wunschf hrverhaltens herangezogen werden. Weitere im Fahrzeug erfasste Größen, welche vorteilhaft zur Ermittlung des Wunschfahrverhaltens herangezogen werden können, sind fahrdynamisehe Größen.In order to make the triggering decision plausible and in particular to check whether the safety-critical driving behavior is a desired driving behavior in the sense of a driving behavior of the vehicle that is wanted and controlled by the driver, control and manipulated variables, such as e.g. Steering angle and pedal position and in particular the time change of the control and manipulated variables, as well as system settings specified by the driver, such as the status or the switching on and off of a traction control system or a driving dynamics control system is used. Driver and route-related variables, such as driving style or usual route selection, can also be used to determine the desired driving behavior. Other variables recorded in the vehicle, which can advantageously be used to determine the desired driving behavior, are vehicle dynamics variables.
Insbesondere aus dem zeitlichen Verlauf, beispielsweise aus der Amplitude, der Häufigkeit oder der Geschwindigkeit einer zeitlichen Veränderung der fahrdynamisehen Größen, als für das Fahrverhalten indikativer Größen, kann auf ein Wunschfahrverhalten geschlossen werden.A desired driving behavior can be inferred in particular from the time profile, for example from the amplitude, the frequency or the speed of a time change of the vehicle dynamics variables, as variables indicative of the driving behavior.
In einer vorteilhaften Ausgestaltung der Steuervorrichtung zieht die Plausibilisierungsstufe die zeitliche Änderung einer die Fahrdynamik kennzeichnenden Größe heran, um die Plau- sibilität einer Auslöseentscheidung zu ermitteln. Von der Plausibilisierungsstufe wird eine Auslöseentscheidung als unplausibel bewertet, falls die zeitliche Änderung der die Fahrdynamik kennzeichnenden Größe eine vorgebbare Änderungs- geschwindigkeitsschwelle unterschreitet, d.h. sich nur sehr langsam ändert.1 So wird beispielsweise bei einer langsamen, d. h. nicht sprunghaft und über einen längeren Zeitraum von z. B. mehreren Sekunden anwachsenden Gierrate eine Auslöseentscheidung aufgrund eines erfassten, über einem Schwellwert liegenden Gierratenwertes als unplausibel verworfen, da auf einen durch den Fahrer willentlich und kontrolliert herbeigeführten Fahrzustand geschlossen wird. Solche Fahrzustände treten beispielsweise bei Testkreisfahrten oder bei spiralförmigen ParkhausZufahrten auf, in denen die bei unverändertem Kurvenradius die Fahrgeschwindigkeit langsam gesteigert wird.In an advantageous embodiment of the control device, the plausibility check uses the change over time of a variable that characterizes the driving dynamics in order to determine the plausibility of a triggering decision. A triggering decision is rated as implausible by the plausibility check if the change over time in the quantity characterizing the driving dynamics falls below a predefinable change speed threshold, ie only very much slowly changes. 1 For example, a slow, ie not erratic and over a longer period of z. B. a yaw rate that increases for a few seconds, a triggering decision based on a detected yaw rate value lying above a threshold value is rejected as implausible, since it is concluded that the driver is driving in a deliberate and controlled manner. Such driving conditions occur, for example, during test circuit drives or in spiral car park approaches, in which the driving speed is slowly increased while the curve radius remains unchanged.
Dieses Beispiel kann auf alle anderen, auf einen sicherheitskritischen Fahrzustand hindeutende Größen, wie z. B. den Schwimmwinkel oder das Bremsmoment übertragen werden. Auch hierbei werden Test- und Vorführsituationen am Verlauf der erfassten Parameter erkannt und eine Auslösung eines Schutzmittels verhindert .This example can refer to all other variables that indicate a safety-critical driving state, such as, for. B. the float angle or the braking torque can be transmitted. Here too, test and demonstration situations are recognized on the course of the recorded parameters and a triggering of a protective agent is prevented.
Unkontrollierte Fahrzustandsänderungen, z B. Fahrzustandsän- derungen durch die der Fahrer überrascht wird, führen dagegen weiterhin zu einer Auslösung des Insassenschutzmittels.On the other hand, uncontrolled changes in driving status, such as driving status changes that surprise the driver, continue to trigger the occupant protection device.
In einer anderen vorteilhaften Ausgestaltung der Erfindung wird dann auf ein vom Fahrer willentlich und kontrolliert herbeigeführtes Fahrverhalten geschlossen, wenn innerhalb eines vorgebbaren Zeitintervalls eine vergleichbare Fahrsituation in vorgebbarer Häufigkeit, vorliegt. Erfolgt beispielsweise zum dritten mal innerhalb eines Zeitintervalls von zwei Minuten eine Notbremsung, wobei jeweils die Ausgangsgeschwindigkeit zu Bremsbeginn zwischen 60 und 80 km/h lag, so wird auf ein willentlich und kontrolliert herbeigeführtes Fahrverhalten geschlossen. Im beschriebenen Beispiel kann davon ausgegangen werden, dass eine Test- oder Vorführsituationen vorliegt. Ebenso können Unter- oder Übersteuern und weitere sicherheitskritische Fahrzustände mit anderen Ausgangsgeschwindigkeitsbereichen zur Bewertung einer Auslöseentscheidung als unplausibel führen. Wesentlich bei dieser Ausgestaltung ist es, dass eine vorgebbare Anzahl an Wiederholungen (zumindest eine) einer sicherheitskritischen Fahrsituation innerhalb eines vorgebbaren Zeitraums stattfindet. Dann wird ab der vorgebbaren Anzahl an Wiederholungen die Auslösung des Insassenschutzmittels aufgrund dieser Fahrsituation durch die Plausibilisierungsstufe verhindert.In another advantageous refinement of the invention, it is concluded that the driver's behavior is deliberately and controlledly brought about if a comparable driving situation occurs at a predeterminable frequency within a predefinable time interval. If, for example, emergency braking is carried out for the third time within a time interval of two minutes, with the initial speed at the start of braking being between 60 and 80 km / h, it is concluded that driving behavior has been brought about deliberately and in a controlled manner. In the example described, it can be assumed that there are test or demonstration situations. Understeering or oversteering and other safety-critical driving conditions with other output speed ranges can also lead to the evaluation of a triggering decision as implausible. It is essential in this embodiment that a predeterminable number of repetitions (at least one) of a safety-critical driving situation takes place within a predefinable period. Then, from the predeterminable number of repetitions, the triggering of the occupant protection means on the basis of this driving situation is prevented by the plausibility check.
Hierbei wird ausgenutzt, dass im Anschluss an tatsächliche sicherheitskritische Situationen die Verkehrssituation und der Fahrstil so sind, dass eine gleiche sicherheitskritische Situation nicht innerhalb eines kurzen Zeitraums von bspw. 20 s oder 2 min. erneut auftritt, insbesondere, dass sich innerhalb eines solchen Zeitraums eine ähnliche oder eine weitgehend gleiche Situation wiederholt . Insbesondere gilt dies für eine mehrfache Wiederholung innerhalb eines kurzen Zeitraums.This takes advantage of the fact that, following actual safety-critical situations, the traffic situation and driving style are such that an identical safety-critical situation does not occur within a short period of time, for example 20 s or 2 min. occurs again, in particular that a similar or largely the same situation repeats itself within such a period. In particular, this applies to multiple repetitions within a short period of time.
Um die Zuverlässigkeit einer Plausibilisierung zu erhöhen, können zusätzlich von der erfindungsgemäßen Steuervorrichtung weitere Kriterien überprüft werden. So kann beispielsweise bei einer innerhalb weniger Minuten wiederholt auftretenden Notbremssituation zusätzlich überprüft werden, ob der Lenkwinkel oder die Gierrate einen gleichen oder zumindest einen ähnlichen Wert in jeder Notbremssituation aufweisen. Nur wenn dies erfüllt ist, wird auf eine willentlich und kontrolliert herbeigeführte Fahrsituation geschlossen und die Auslöseentscheidung, welche aufgrund der Notbremssituation erfolgt, als unplausibel bewertet.In order to increase the reliability of a plausibility check, additional criteria can also be checked by the control device according to the invention. For example, in the event of an emergency braking situation that occurs repeatedly within a few minutes, it can additionally be checked whether the steering angle or the yaw rate have the same or at least a similar value in each emergency braking situation. Only if this is fulfilled is it concluded that the driving situation was deliberately and controlled and the triggering decision, which is based on the emergency braking situation, assessed as implausible.
In einer weiteren Ausgestaltung der erfindungsgemäßen Steuervorrichtung werden zusätzlich Sonderfahrsituationen vorgegeben, wobei nur bei Vorliegen einer der vorgegebenen Sonderfahrsituationen eine Auslöseentscheidung als unplausibel aus- gefiltert und die Auslösung eines Insassenschutzmittels ver- hindert wird. Diese Sonderfahrsituationen schränken den Bereich der nicht zu einer Auslösung eines Insassenschutzmittels führenden Fahrsituationen auf eine vorgebbare Menge ausgewählter Situationen ein, so dass die Bewertung einer AuslöseentScheidung als unplausibel mit besonders hoher Sicherheit erfolgen kann.In a further embodiment of the control device according to the invention, special driving situations are additionally specified, a triggering decision being filtered out as implausible only when one of the predetermined special driving situations is present and the triggering of an occupant protection means being is prevented. These special driving situations limit the range of driving situations that do not lead to the triggering of an occupant protection device to a predefinable set of selected situations, so that the decision to trigger a triggering can be made as implausible with particularly high security.
Das Vorliegen einer Sonderfahrsituation wird von der Steuervorrichtung beispielsweise an einem für diese Sonderfahrsituation charakteristischen vorgebbaren Fahrdynamikmuster erkannt. Ein vorgebbares Fahrdynamikmuster bedeutet, dass für einen Satz von Fahrdynamikgrößen ein Wertebereich festgelegt ist und die Werte verschiedener Fahrdynamikgrößen in einer festgelegten Beziehung zueinander stehen, also die Wertebereiche einen vorgebbaren Zusammenhang aufweisen.The presence of a special driving situation is recognized by the control device, for example, on the basis of a predeterminable driving dynamics pattern that is characteristic of this special driving situation. A predeterminable driving dynamics pattern means that a value range is defined for a set of driving dynamics variables and the values of different driving dynamics variables are in a predefined relationship to one another, that is to say the value ranges have a predefinable relationship.
Alternativ oder ergänzend hierzu können Sonderfahrsituationen auch durch Stellgrößen wie Lenkwinkel und Gaspedalstellung charakterisiert werden.Alternatively or in addition to this, special driving situations can also be characterized by manipulated variables such as steering angle and accelerator pedal position.
Weiterhin können zum Charakterisieren und Erkennen von Sonderfahrsituationen durch die Plausibilisierungsstu e zusätzlich Umgebungsgrößen, wie beispielsweise die Außentemperatur, die Straßenverhältnisse, der Reibbeiwert zwischen Reifen und Fahrbahn, die mittels eines Positionserfassungssystems er- fasste Position des Fahrzeugs, der Abstand zu einem vorausfahrenden Fahrzeug oder zu Objekten in der Umgebung des Fahrzeugs, der Straßentyp (Autobahn, Dorfstraße, Anliegerstraße, Parkplatz) herangezogen werden.In addition, for the characterization and detection of special driving situations, the plausibility check can also include environmental variables such as, for example, the outside temperature, the road conditions, the coefficient of friction between the tires and the road, the position of the vehicle detected by means of a position detection system, the distance to a vehicle in front or to objects in the area surrounding the vehicle, the type of road (motorway, village road, service road, parking lot).
Diese Größen können selbstverständlich auch vorteilhaft dazu herangezogen werden, um erfindungsgemäß zu ermitteln, ob das sicherheitskritische Fahrverhalten einem Wunschfahrverhalten entspricht.These variables can of course also be used advantageously to determine according to the invention whether the safety-critical driving behavior corresponds to a desired driving behavior.
Sonderfahrsituationen könne insbesondere durch einen vorgebbaren statischen Zusammenhang und/oder durch einen vorgebba- ren dynamischen Zusammenhang -von Wertebereichen charakterisiert werden. Es ist zudem möglich eine Sonderfahrsituation anhand des dynamischen Verlaufs einer einzigen Fahrdynamikgröße zu charakterisieren und zu erkennen. Als Sonderfahrsituationen können zum Beispiel Kreisfahrten, Slalomf hrten, Testbremsungen, Driften um eine Kurve, Fahren auf Schnee oder Eis usw. , sowie Kombinationen hiervon anhand charakteristischer Größen vorgegeben und erkannt werden.Special driving situations can in particular be determined by a predeterminable static relationship and / or by a predefinable dynamic relationship - are characterized by value ranges. It is also possible to characterize and recognize a special driving situation based on the dynamic course of a single driving dynamics variable. As special driving situations, for example, circular drives, slalom tours, test braking, drifting around a curve, driving on snow or ice, etc., as well as combinations thereof, can be specified and recognized using characteristic variables.
In einer weiteren Ausgestaltung der erfindungsgemäßen Steuervorrichtung zieht die Plausibilisierungsstufe eine für eine Änderung des Aktivierungszustands und eine für eine Änderung des Betriebszustands eines durch ein System oder manuell durch den Fahrer ein- und ausschaltbaren FahrdynamikregelSystems indikative Größe heran, um eine Auslöseentscheidung zu plausibilisieren. Da bei eingeschaltetem Fahrdynamikregelsystem niedrigere Schwellwerte für sicherheitskritische Situationen gelten können als bei ausgeschaltetem Fahrdynamikregelsystem, kann ein Wechsel des Betriebszustands eine Ausloseentscheidung bewirken. Eine solche Auslöseentscheidung, welche durch den Betriebszustandswechsel bewirkt wird, ist unerwünscht und wird von der Plausibilisierungsstufe verworfen.In a further embodiment of the control device according to the invention, the plausibility check uses a variable indicative of a change in the activation state and a change in the operating state of a driving dynamics control system which can be switched on and off by a system or manually by the driver, in order to plausibility check a triggering decision. Since lower threshold values may apply to safety-critical situations when the driving dynamics control system is switched on than when the driving dynamics control system is switched off, a change in the operating state can result in a decision to make a trigger. Such a triggering decision, which is brought about by the change in operating state, is undesirable and is rejected by the plausibility check.
Beispielsweise wird bei einem Schleudervorgang als einem sicherheitskritischen Fahrverhalten zum Einen der Betriebszustand eines Fahrdynami regelSystems (Fahrdynamikregelsystem Ein/Aus) und zum Anderen der Aktivierungszustand des FahrdynamikregelSystems (Eingriff in die Fahrdynamik: ja/nein) er- fasst . Es wird dann eine Auslöseentscheidung als unplausibel verworfen, wenn das Fahrdynamikregelsystem erst kurz vor der Auslöseentscheidung vom Betriebs ustand Aus in den Betriebs- zustand Ein gewechselt hat .For example, in a skidding process, safety-critical driving behavior is recorded on the one hand as the operating state of a vehicle dynamics control system (vehicle dynamics control system on / off) and on the other hand as the activation state of the vehicle dynamics control system (intervention in vehicle dynamics: yes / no). A triggering decision is then rejected as implausible if the driving dynamics control system only changed from the operating state to the operating state on shortly before the triggering decision.
Nachfolgend wird eine vorteilhafte Ausführungsform der erfindungsgemäßen Steuervorrichtung zur Ansteuerung eines Insassen- und/oder Partnerschutzmittels anhand der Zeichnung näher beschrieben: Dies erfolgt speziell anhand einer Ansteuerung eines Insassenschutzmittels. Hierunter sind zusätzlich zu den Insassenschutzmitteln wie beispielsweise Gurtstraffer, Kniepolster, in Position oder Härte verstellbare Sitzkomponenten und andere ansteuerbare Stütz und Dämpfungselemente auch die Ansteuerung zum Schließen eines Schiebedachs oder der Seitenscheiben oder die Verstellung eines Sitzes in eine kollisionsoptimale Position zu verstehen. Selbstverständlich ist eine Ansteuerung eines Partnerschutzmittels wie beispielsweise einer in der Neigung verstellbaren Motorhaube oder ein ausfahrbares Fußgängeraufpralldämpfungselement auf die selbe Weise und mit der selben Steuervorrichtung ebenso möglich.An advantageous embodiment of the control device according to the invention for controlling an occupant and / or partner protection means is described in more detail below with reference to the drawing: This is done specifically by activating an occupant protection device. In addition to occupant protection devices such as belt tensioners, knee pads, seat components that can be adjusted in position or hardness, and other controllable support and damping elements, this also includes control for closing a sliding roof or the side windows or adjusting a seat to a collision-optimal position. Of course, control of a partner protection means such as, for example, an adjustable bonnet or an extendable pedestrian impact damping element is also possible in the same way and with the same control device.
Die einzige Figur zeigt ein Blockschaltbild einer erfindungsgemäßen Steuervorrichtung 1 zur Ansteuerung eines Insassenschutzmittels 2. Die Steuervorrichtung 1 umfasst eine Entscheidungsstufe 3 und eine Plausibilisierungsstufe 4.The single figure shows a block diagram of a control device 1 according to the invention for controlling an occupant protection device 2. The control device 1 comprises a decision stage 3 and a plausibility check stage 4.
Die Entscheidungsstufe 3 erfasst Größen 5, 6 und 7, insbesondere fahrdynamisehe Größen, welche beispielsweise von Steuergeräten und Sensoren wie einem ABS-Regelsteuergerät , einem Raddrehzahlsensor, einem Gierratensensor oder einem Umgebungssensor stammen. Mittels der erfassten Größen 5, 6, 7 ermittelt die Entscheidungsstufe 3, ob ein sicherheitskriti- sches Fahrverhalten des Fahrzeugs vorliegt, und gibt gegebenenfalls eine dem sicherheitskritischen Fahrverhalten entsprechende Auslöseentscheidung für das Insassenschutzmittel 2 aus. Die Auslöseentscheidung kann aus einem einfachen Signal zur Aktivierung des Insassenschutzmittels 2 bestehen, oder zusätzlich den Auslösezeitpunkt, die Auslδsecharakteristik, die Auslösegeschwindigkeit, die Auslösestärke und die Ansteu- . erungsdauer des Insassenschutzmittels 2 umfassen.Decision stage 3 detects variables 5, 6 and 7, in particular variables relating to vehicle dynamics, which originate, for example, from control units and sensors such as an ABS control unit, a wheel speed sensor, a yaw rate sensor or an environmental sensor. The decision stage 3 uses the detected variables 5, 6, 7 to determine whether the vehicle's driving behavior is critical to safety and, if necessary, outputs a triggering decision for the occupant protection device 2 that corresponds to the driving behavior that is critical to safety. The triggering decision can consist of a simple signal for activating the occupant protection means 2, or additionally the triggering time, the triggering characteristic, the triggering speed, the triggering strength and the triggering. duration of occupant protection means 2 include.
Die Plausibilisierungsstufe 4 umfasst eine erste Teilstufe 8 zur Ermittlung eines Wunschfahrverhaltens, d.h. eines vom Fahrer absichtlich und kontrolliert herbeigeführten Fahrver- haltens des Fahrzeugs, und eine zweite Teilstufe 9 zur Bewertung der Auslöseentscheidung.The plausibility check level 4 comprises a first sub-level 8 for determining a desired driving behavior, that is to say a driving behavior intentionally and controlledly brought about by the driver. holding the vehicle, and a second sub-stage 9 for evaluating the triggering decision.
Zur Ermittlung des Wunschfahrverhaltens zieht die erste Teil- stufe 8 im Fahrzeug erfasste Größen 7, 10, 11, wie beispielsweise den Lenkwinkel, die Raddrehzahlen, den Gas- und Bremspedalweg und die Gierrate und/oder den zeitlichen Verlauf dieser Größen heran. Insbesondere können zur Plausibilisierung auch Größen herangezogen werden, die von der Entscheidungsstufe 3 nicht berücksichtigt werden. Das ermittelte Wunschfahrverhalten wird an die zweite Teilstufe 9 übermittelt.To determine the desired driving behavior, the first sub-stage 8 uses variables 7, 10, 11 recorded in the vehicle, such as, for example, the steering angle, the wheel speeds, the accelerator and brake pedal travel and the yaw rate and / or the time profile of these variables. In particular, variables that are not taken into account by decision level 3 can also be used for the plausibility check. The determined desired driving behavior is transmitted to the second sub-stage 9.
Die zweite Teilstufe 9 erfasst das von der ersten Teilstufe 8 ermittelte Wunschfahrverhalten und das von der Entscheidungs- stufe 3 übermittelte sicherheitskritische Fahrverhalten, und vergleicht, ob das Wunschfahrverhalten innerhalb vorgebbarer Grenzen dem sicherheitskritischen Fahrverhalten entspricht. Ist dies der Fall, so bewertet die zweite Teilstufe 8 die auf dem sicherheitskritischen Fahrverhalten basierende Auslöseentscheidung als unplausibel, und verhindert ein auf dieser Auslöseentscheidung basiertes Ansteuern des Insassenschutzmittels.The second sub-stage 9 records the desired driving behavior determined by the first sub-stage 8 and the safety-critical driving behavior transmitted by the decision stage 3, and compares whether the desired driving behavior corresponds to the safety-critical driving behavior within predefinable limits. If this is the case, the second sub-stage 8 evaluates the triggering decision based on the safety-critical driving behavior as implausible, and prevents actuation of the occupant protection means based on this triggering decision.
Es können die erste und zweite Teilstufe auch als eine einzige Stufe ausgelegt sein, welche die erfassten Größen 7, 10, 11 und die von der Entscheidungsstufe 3 ermittelte Auslöseentscheidung und/oder das ermittelte sicherheitskritische Fahrverhalten heranzieht .The first and second sub-stages can also be designed as a single stage which uses the detected variables 7, 10, 11 and the triggering decision determined by decision stage 3 and / or the determined safety-critical driving behavior.
Wird von der Plausibilisierungsstufe 4 die Auslöseentscheidung als plausibel eingestuft oder ist zumindest die ermittelte Plausibilität groß genug, so führt dies zur Freigabe der Auslöseentscheidung und zur Ansteuerung des Insassenschutzmittels 2. Die Ansteuerung kann direkt durch die Plausibilisierungsstufe 4 erfolgen. Alternativ hierzu wird von der Plausibilisierungsstufe 4 eine direkte Ansteuerung des Insassenschutzmittels 2 durch die Steuervorrichtung 1, insbesondere durch die Entscheidungsstufe 3 oder eine dafür vorgesehene Steuerstufe freigegeben. If the triggering decision is classified by the plausibility check 4 as plausible or at least the determined plausibility is large enough, this leads to the release decision being released and to the activation of the occupant protection device 2. The control can be carried out directly by the plausibility check 4. As an alternative to this, the plausibility check level 4 enables direct activation of the occupant protection means 2 by the control device 1, in particular by the decision level 3 or a control level provided therefor.

Claims

Patentansprüche claims
1. Steuervorrichtung (1) für ein Kraftfahrzeug zur präventiven Ansteuerung eines Insassen- und/oder PartnerSchutzmittels (2) , umfassend eine1. Control device (1) for a motor vehicle for the preventive control of an occupant and / or partner protection means (2), comprising a
Entscheidungsstufe (3) welche dann eine Auslöseentscheidung für das Insassenschutzmittel (2) abgibt, wenn unter Heranziehen von Fahrdynamikgrδßen ein sicherheitskritisches Fahrverhalten des Fahrzeugs ermittelt wird, und - eine Plausibilisierungsstufe (4) zur Plausibilisierung derDecision stage (3), which then issues a triggering decision for the occupant protection means (2) if a safety-critical driving behavior of the vehicle is determined using driving dynamics variables, and - a plausibility check (4) for checking the plausibility of the vehicle
Auslöseentscheidμng, dadurch gekennzeichnet, dass die Plausibilisierungsstufe (4) die Auslöseentscheidung als unplausibel bewertet und das Ansteuern des Insassen- und/oder Partnerschutzmittels verhindert, falls eine Bewertung des zeitlichen Verlaufs im Fahrzeug erfasster Größen (7, 10, 11) ergibt, dass das sicherheitskritische Fahrverhalten innerhalb vorgebbarer Grenzen einem Wunschfahrverhalten im Sinne eines willkürlich und kontrolliert herbeigeführten Fahrverhaltens entspricht .Trigger decision, characterized in that the plausibility check (4) evaluates the trigger decision as implausible and prevents the activation of the occupant and / or partner protection means, if an evaluation of the time history of variables recorded in the vehicle (7, 10, 11) shows that this is safety-critical Driving behavior within predefined limits corresponds to a desired driving behavior in the sense of an arbitrary and controlled driving behavior.
2. Steuervorrichtung nach Anspruch 1, dadurch gekennzeichnet, dass die Plausibilisierungsstufe (4) zur Plausibilisierung der Auslöseentscheidung eine für die Geschwindigkeit der Änderung des Fahrverhaltens des Fahrzeugs indikative Größe heranzieht.2. Control device according to claim 1, characterized in that the plausibility check (4) uses a variable indicative of the speed of the change in the driving behavior of the vehicle to check the plausibility of the triggering decision.
3. Steuervorrichtung nach Anspruch 2 , dadurch gekennzeichnet, dass ' die Plausibilisierungsstufe (4) dann die Auslöseentscheidung als unplausibel bewertet und das Ansteuern des Insassenschutzmittels (2) verhindert, wenn sich das Fahrverhalten des Fahrzeugs nur langsam dem sicherheitskritischen Fahrverhalten angenähert hat .3. Control device according to claim 2, characterized in that 'the plausibility level (4) then evaluates the triggering decision as implausible and prevents activation of the occupant protection means (2) when the driving behavior of the Vehicle has only slowly approximated safety-critical driving behavior.
4. Steuervorrichtung nach Anspruch 3 , dadurch gekennzeichnet, dass die Plausibilisierungsstufe (4) dann die Auslöseentscheidung als unplausibel bewertet und das Ansteuern des Insassenschutzmittels (2) verhindert, wenn sich das Fahrverhalten des Fahrzeugs innerhalb eines vorgebbaren Zeitraums nur mit einer unterhalb eines vorgebbaren Schwellwerts liegenden Änderungsgeschwindigkeit verändert hat .4. Control device according to claim 3, characterized in that the plausibility check (4) then evaluates the triggering decision as implausible and the activation of the occupant protection means (2) is prevented if the driving behavior of the vehicle lies within a predeterminable period of time only with a predefinable threshold value Rate of change has changed.
5. Steuervorrichtung nach einem der Ansprüche 1 bis 4, dadurch gekennzeichnet, dass die Plausibilisierungsstufe (4) dann die Auslöseentscheidung als unplausibel bewertet und das Ansteuern des Insassenschutzmittels (2) verhindert, wenn eine vorgebbare Anzahl von Wiederholungen des gleichen sicherheitskritischen Fahrverhaltens innerhalb eines vorgebbaren Zeitrahmens stattfand.5. Control device according to one of claims 1 to 4, characterized in that the plausibility check (4) then evaluates the triggering decision as implausible and the activation of the occupant protection means (2) is prevented if a predeterminable number of repetitions of the same safety-critical driving behavior within a predefinable time frame took place.
6. Steuervorrichtung nach einem der Ansprüche 1 bis 5 , dadurch gekennzeichnet, dass die Plausibilisierungsstufe (4) nur dann die Auslöseentscheidung als unplausibel bewertet und das Ansteuern des Insassenschutzmittels (2) verhindert, wenn das sicherheitskritische Fahrverhalten einer vorgebbaren Sonderfahrsituation entspricht .6. Control device according to one of claims 1 to 5, characterized in that the plausibility check (4) only evaluates the triggering decision as implausible and the activation of the occupant protection means (2) is prevented if the safety-critical driving behavior corresponds to a specifiable special driving situation.
7. Steuervorrichtung nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass das Insassenschutzmittel (2) , insbesondere ein Gurtstraffer, reversibel auslösbar ist.7. Control device according to one of the preceding claims, characterized in that the occupant protection means (2), in particular a belt tensioner, can be triggered reversibly.
8. Verfahren zur präventiven Ansteuerung eines Insassenschutzmittels (2) in einem Kraftfahrzeug, insbesondere mit8. Method for the preventive activation of an occupant protection device (2) in a motor vehicle, in particular with
• einer Steuervorrichtung nach einem der vorhergehenden Ansprüche, wobei dann eine Ausloseentscheidung für das In- sassenschutzmittel (2) abgegeben wird, wenn unter Heranziehen von Fahrdynamikgrößen ein sicherheitskritisches Fahrverhalten des Fahrzeugs ermittelt wird, dadurch gekennzeichnet, dass die Auslöseentscheidung als unplausibel bewertet und das Ansteuern des Insassenschutzmittels (2) verhindert wird, falls mittels einer Bewertung des zeitlichen Verlaufs im Fahrzeug erfasster Größen darauf geschlossen wird, dass das kritische Fahrverhalten innerhalb vorgebbarer Grenzen einem Wunschfahrverhalten im Sinne eines vom Fahrer willkürlich und kontrolliert herbeigeführten Fahrverhalten entspricht. • A control device according to one of the preceding claims, in which case a draw decision for the in- occupant protection means (2) is released if a safety-critical driving behavior of the vehicle is determined using driving dynamics, characterized in that the triggering decision is assessed as implausible and the activation of the occupant protection means (2) is prevented, if detected by means of an evaluation of the time course in the vehicle It can be concluded that the critical driving behavior within predefined limits corresponds to a desired driving behavior in the sense of an arbitrary and controlled driving behavior brought about by the driver.
PCT/EP2003/009094 2002-10-31 2003-08-16 Control device and priming method for an element protecting a vehicle passenger and/or a road user WO2004039639A1 (en)

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US10/533,470 US20060164227A1 (en) 2002-10-31 2003-08-16 Control device and priming method for an element protecting a vehicle passenger and/or a road user
JP2004547482A JP2006504561A (en) 2002-10-31 2003-08-16 Control device and control method for vehicle occupant and / or road user protection means
EP03809715A EP1556256A1 (en) 2002-10-31 2003-08-16 Control device and priming method for an element protecting a vehicle passenger and/or a road user

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DE10250732.5 2002-10-31
DE10250732A DE10250732B3 (en) 2002-10-31 2002-10-31 Control device for driver and passenger protection in a motor vehicle, has a plausibility step to prevent unnecessary deployment decisions being carried out

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